Engine.



No. assls.

Patented Dec. 5, N899. W. B. BROWN.

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(Applicazicn filed Jan. 2a, 1809.)

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(No Model.)

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No. 638,3I8. Patented Dec.45, |899.

- W. B. BROWN.

ENGINE.

. (Applicnion 'med aan. 2a, 1899.1 mo Model.) 4 Sheets-Sheet 2` ZZ, 22a/@wr l m77@ rou/w,

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No. 533,315 Panama nec. 5, |899.

W. B. BROWN. ENGINE.

(Application filed Jan. s; 1899.) Q N o M o d e I.

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ENGINE.

(Application filed Jan. 23, 1899.)

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Ire I STATES lemon.

PATENT ENGINE.-

SPECIFICATION for-ming part of Letters Patent No. 638,318, dated Decembe 5, 189e.

Application led January 23,1899. Serial No. 703,122. (No model.)

To @ZZ whom t may concern:

Be it known that I, WILLIAM B. BROWN, a citizen of the United States, residing at Baltimore, in the State of Maryland, have invented new and usefullmprovements in Engines, of which the following isa specification.

This invention relates to engines or motors of that class in which a sliding gate or abutment is arranged tocoact with a rotary piston; and the invention comprises certain improvements inthe sliding gate or abutment, also in the valve-actuating mechanism for an auxiliary engine, through which the sliding gate or abutment is operated in bothV directions of gate movement, and also in the valvegear for the main engine, and, further, in features of construction and novel combinations of engine parts, as hereinafter more particularly set forth.

In the annexed. drawings, Figure I shows in elevation one side of a rotary engine embodying my improvements with parts insec- Fig. 2 is a view at right angles to Fig. l with parte in transverse vertical section. Fig. 3 is a partly-sectional elevation of one side of the engine opposite to the side shown in Fig. 1. Fig. 4 is a partly-horizontal section of the engine. Fig. 5 is a vertical section through the cylinder of the rotary engine and one of the sliding gates or abutments. Fig. 6 is a partly-sectional and partly-broken detail View of the piston-body and pistonblade and its inclosed springexpanded packing plates or blocks. Fig. 7 is a perspective of a portion of the recessed periphery of the rotary piston-body. Fig. 8 is a perspective of the piston-blade with packing-blocks removed. Fig. 9 is a perspective of the rabbeted and laterally-expansible packin g-blocks for the piston-blade.

The general construction of this engine may be similar to that described in Letters Patent Nos. 598,851 and 593,352, granted to meFebruary 8, 1,898, but with the difference that the engine which is the subject of this application employs only one' piston with two gates, which operate alternately instead ,of simultaneously. There are also important differences in the valve-gear and in certain details of engine construct-ion, as presently described.

In the drawings the reference-numeral I designates the main cylinder, 2 the main-eni gine shaft, and 3 the rotary pistonbody. This piston-body 3 has a single radial recess 3n to receive a slotted piston-blade 4, in which laterally-expansible `packing-blocks 5, Figs. 4 to 9, are fitted. These packing-blocks 5 are rabbeted to have an overlapping and sliding engagement with each other, and they are also recessed for reception of a spring -or springs 5a to force the said blocks laterally into close fluid-tight contact with the side walls of the cylinder in which the rotary piston is operated. In the bottom of each slotted or recessed piston-blade 4 there is a spring 6 to press the packing-blocks 5 endwise into close fluid-tight contact with the periphery of the cylinder.

One side of the cylinder I is provided with ports 7, 8, 9, and l0, Figs. l, 2, and 5, arranged below and above the paths of two horizontally-sliding gates or abut-ments Il, Figs. 2, 4, and 5,'that are reciprocated transversely of the rotary piston-body 3 and parallel with the main-engine shaft 2, on which the said piston-body is mounted.

As shown in Figs. I and 2, the ports of the cylinder l communicate with valve-chests I2, which connect by pipes I3 with any suitable main supply-pipe for steam or other workingluid. Each valve-chest 1.2 also communicates by ports 14, I5, 16, and I7, Fig. l, with exhaust-chambers 18, that connect with an exhaust-pipe 19, as shown.

In each valve-chest l2 there is a combined cut-off and reversing valve 20, that comprises two piston-heads on a valve-stem 21, which connects at one end by links 22 with an outer arm of a rocker 23, fulcrumed at'24 on atwoarmed reversing-lever 25, which is fulcrumed between its ends on a stud 26, Fig. 2, projecting from the cylinder I or othersupport. The inner arms of the rockers 23 are connected by links 27 with a vertically-movable slide 28, that reciprocates in a guide-bracket 29, Figs. I and 2, the face of which is verticallyslotted for passage of a pin 30, projecting from said slide and engaged in a slotted link 3l, to which are attached the connecting-rods 32of two eccentrics 33, carried on the main engine shaft. A bar or rod 34, Fig. 1, vconnects the slotted link 3l with a cut-off lever 35 for shifting the said link to vary the cut-off and to change the lead of the valves 2O when the direction of rotation for the piston 4is reversed. Through the reversing-lever 25 and the set of the eccentrics as determined by the position of the cut-off lever 35 any desired amount of cut-off can be readily obtained, or these devices can be so set that steam will be admitted alternately through one or the other of the valve-chests 12 to the main cylinder during the complete revolution of the piston. Normally steam is admitted behind the piston-blade 4 during each half of its revolution alternately by the respective valvechests. While the engine is running, the valves 20 are in constant motion, so that when the ports of one chest12 are wide open the ports of the other chest are closed, and the closed valve again opens immediately after the piston-blade passes the inlet-port of that side if so set, the opened ports being closed simultaneously with the opening of the ports of the opposite valve-chest, if so desired and if the valves are so set. The cut-off lever 35 may be fulcrumed on a stud 36, Figs. 1 and 2. For the reversing-lever 25 and cutoi lever 35 any suitable locking devices may be provided, .as usual.

The combined cut-off and reversing valves 2O are arranged to operate in substantially vertical planes to accord with the operation of the sliding gates 11 in horizontal planes, as shown, and, as before explained, they are readily adjustable by means of the reversing-lever 25 and cut-olf lever 35 to accord with the requirements for admission of steam or working fluid at any desired cut-off to drive the rotary piston in either direction.

In driving the rotary piston 4 in one direction the inlet of steam or working fluid to the cylinder 1 takes place from one valve-chest 12 through the port 10 above one of the sliding gates 11 and from the other valve-chest 12 through the port 8 below the other sliding gate. The working tiuid admitted to the cylinder from one valve-chest 12 through the port 10 will find its exhaust to the other valve-chest 12 through port 9 as controlled by the valve 2O in said chest, and thence through port 16, Fig. 1, to the adjacent eX- haust-chamber 18, before mentioned. Conversely, the working fluid admitted at the port 8 escapes at the port 7, Figs. 1, 2, and 5. To drive the engine in the opposite direction, the valves 2O are so set, by means of. the levers 25 and 35, as to admit working fluid to the cylinder 1 at the ports 7 and 9 and eX- haust at the ports 8 and 10, as will be readily understood. It will be observed that by the location of the valve-chests 12 the cut-oif is effected close to the cylinder-ports, and consequently with great promptness and economy.

Each horizontally-sliding gate or abutment 11 is arranged to be reciprocated in a housing 37, that communicates with the cylinder 1, and in order to provide fora full closing stroke of each gate Without risk of collision with the cylinder-wall there is provided a chamber 38 in the farther side wall of the cylinder. The periphery of the cylinder is preferably provided with a guideway 39, Figs. 4 and 5, for each gate. To provide for a fluid-tight contact between the sliding gate and the periphery of the rotary piston-body, the outer edge of said gate is constructed with a longitudinal recess 40,'Figs. 4 and 5, in

which is carried a spring 41, that bears against the outer side of t-he guideway 39 to forcethe inner edge of said gate into close contact with the periphery of the piston-body in reciproeatin g across the same.- An adjustable packing-stri p 42 may be placed in the gate-housing, 37 along the inner edge ot each sliding gate 11 and in alincment with the periphery of the rotary piston-body 3, as shown in Fig. 4, to slightly ease olf the gate in its reciprocations across the piston-body and to compensate, if necessary, for an)1 defect of Workinanship in adjustment of the gate-housing to the diameter of the rotary piston-body. This packing-strip42 may be provided with screw-bolts 43 for purposes of adjustment. In the body of each sliding gate 11 are longitudinal passages 44, Figs. 4 and 5, to lessen the momentum and inertia of the gate and permit a free flow of any steam or working ltluid that may gain access to the gate-housing. A cross-head 45 is arranged across one of the longitudinal gate-passages 44 for attachment of a piston-rod 46, carried by the piston-head 47, Fig. 2, of an auxiliary horizontally-arranged and double-acting reciprocating engine 48, Figs. 2, 3, and 4, secured to the housing 37, in which the horizontallysliding gate or abutment is reci procated. The cross-head 45 is joined to the gate 11 with a neat working 'tit that should be sufficiently loose or free to allow the gate to press against the periphery of the piston body without springing the piston-rod 46 out of line.

By referring to Fig. 2 it Will be seen that the auxiliary-engine cylinder 48 is provided with two inlet-ports 49,connecting the ends of said cylinder-,with the central port-ion of a valvechest 50, that is also arranged to receive the exhaust from the engine-cylinder 48 through two exhaust-ports 51, which communicate with the cylinderand valve-chest in such manner as to provide for cushioning the piston 47 at the end of its stroke in each direction by aid of the valve mechanism that controls admission and exhaust of steam or other working iiuid for driving the gate-operating piston in both directions of its movement. The valve-chest 50 is provided with a centrallylocated inlet-port 52 and with exhaust-ports 53, Figs. 2 and 4, located near the ends of said chest, as shown. In the valve-chest there is a slide-valve consisting of two piston-heads 54, secured to a valve-stein 55 at a suitable distance apart. A link 56 connects the valvestem 55 with a Wrist that is carried by a disk 57, Figs. 2, 3, and 4, at each end of a shaft 58,

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4provided chiefly for the marine type.

essais s Figs. 2 and 3, mounted in bearings 59, supported from the housings 37, in which the sliding gates ll reciprocate.

As shown in Figs. 2, 3, and 4, there is on the shaft 58 a loosely-mounted spiral gear 60, that is driven from a similar gear 6l on the main-engine shaft. One face of the looselymounted spiral gear 60 is provided With a rigidly-attached collar 62, having therein recesses 63 at suitable points, either of which is adapted to receivea pin 64, projecting from one end of a retractable clutch-sleeve 65, through Which the shaft 58 and loose gear 60 are detachably connected. By reference to Fig. 3 it Will be seen that there may be located Within the retractable clutch-sleeve 65 an inner sleeve 66, by which the shaft 58 is closely surrounded. This inner sleeve 66 is longitudinally slotted for a portion of its length for passage of a key or spline 67, that also engages correspondingly-grooved portions of the shaft 58 and the clutch-sleeve 65, as shown. In a chambered outer end portion of the retractable clutch-sleeve 65 there is located a spiral spring 68, Which surrounds a portion of the inner sleeve 66 and normally acts on the retractable clutch-sleeve 65 in such manner as to force it toward the collar 62 of the loose gear 60, so as to hold the clutch-pin 64 into engagement with one of the recesses 63 of said gearcollar. Consequently the rotation of the loose gear 60 as driven from the main-engine shaft 2 will be in turn imparted to the shaft 58 and its disks 57 for actuating the valve mechanism of the auxiliary gate-operating engines in accord With the required movement of the rotary piston. When the main rotary engine is reversed, a corresponding reversal of the valve mechanism for the gate-operating engines 48 may be eected by retracting the clutch-sleeve 65 and then imparting thereto a partial rotation in the proper direction, so that its pin 64 will be brought into position to engage in the other recess 63 of the gear-collar 62 under action of the spring 68 on release of said clutch-sleeve from the reti-actin g and rotating power that is readily applied to a knurled surface 69 on the sleeve-periphery. By means of this clutch the lead of the auxiliary valves can be changed as required. Obviously the clutch 65 is required on only one side of the loose gear 60, there being ou the other side a sleeve 70, that is extended to the adjacent shaft-bearing. The clutch device is not required in a stationary engine and is This valve-gear is simple, compact, and free from lost motion.

As in the engines described in my beforenamed patents it is intended that the Working pressure for the auxiliary or gate-actuating engines shall be independent of that for the main engine or rotary piston, and as the valves of the gate-actuatin g engines are controlled directly from the main-engine shaft it will be obvious that a sudden loss of pressure in the main engine Will not incur risk of collision between the sliding gates and the rotary piston While the latter continues to be impelled by momentum. The steam is used expansively both in the cylinder for the rotary piston and in the cylinders of the gateactuating engines and does not depend on impact or velocity for efficiency of engine operation. By the several im provemcnts herein described the engine construction is greatly simplified, thereby effecting a more smooth, steady, and noiseless action of the moving parts and lessening the cost of construction and repairs.

For an engine of the stationary type the valve-gear shown in Fig. l maybe further simplified, as there will be required only one eccentric and its rod to connect With the slide 28, which in turn connects with the tWo valves 20, which are so located that the cut-O is effected close to the cylinder-ports.

It may be preferable to provide the sides of the rotary piston-bod y 3 with annular grooves that receive packing-rings 7l, Figs. 4, 5, and 7, with springs72 at their back. In the side Walls of the cylinder at or adjacent to the periphery of the rotary piston-body there are annular grooves or recesses for reception of packing-rings 73, Fig. 4, having elastic or yielding backing 74 and springs 75 to assist in preventing the leakage of Working :fluid past the piston.

In illustrating my invention I have purposely avoided many of the technical details IOG of engine construction in order to present the improvements ina simple manner. The correct Vproportions of ports, Valves, and other details have not been attempted; but it is believed that the drawings clearly illustrate the principle of the invention.

Any ordinary governor may be connected with a valve in the main steam-supply pipe (not shown) to control the steam through connections between said governor and the engine-shaft, as usual, so that al steady and uniform engine speed can be obtained.

In the type of engine illustrated, comprising a single rotary piston-blade with two alternately-acting gates, an effective force of fluid-pressure is exerted upon the piston during its complete revolution, for after the piston has passed a port a gate closes behind it and simultaneously with the closing of the gate steam is admitted between it and the piston to exert a positive pressure which continues the rotation of the piston, carrying it past the other gate, Where the same action is repeated, thereby effecting a constant and steady rotation of the piston and avoiding a dead-center.

What I claim as my invention is-- I. In an engine, the combination With a cylinder, an engine-shaft having thereon a r0- tary piston-body provided With a radial piston-blade, and sliding gates or abutments on opposite sides of the engine-shaft, of valves communicating With. the cylinder through ports on opposite sides of the paths of said IIO IIC

sliding gates, a slide actuated from the engine-shaft, and rockers connecting the said slide with the valves at the cylinder-ports, substantially as described.

2. In an engine, the combina-tion with a cylinder, an engine-shaft having thereon a rotary piston-body provided with a radial piston-blade, and sliding gates or abutments on opposite sides of the engine-shaft, of valves communicating with the cylinder through ports on opposite sides of the paths of said sliding gates, a slide device, rockers connecting said slide devicewith the valves at the cylinder-ports,a re versing-lever on which said rockers are mounted, eccentric mechanism through which the slide device and connected rockers are actuated from the engine-shaft, and a cut-off lever, substantially as described.

3. In an engine, the combination with a cylinder, an engine-shaft having thereon a rotary piston-body provided with a radial piston-blade, and sliding gates or abutments adapted and arranged to reciprocate across the periphery of the rotary piston-body on opposite sides of and parallel with the engineshaft, of valves having their valve-chests in communication with the cylinder through ports on opposite sides of the paths of said sliding gates,eXhaust-chambers communicating with said valve-chests, an exhaust-pipe, a slide actuated from the engine-shaft, rockers connecting the said slide with the valves at the cylinder-ports, a reversing-lever on which said rockers are mounted, and a cutoff lever, substantially as described.

4. In an engine, the combination with a cylinder and its ports, a main-engine shaft having thereon a rotary piston-body provided with a radial piston-blade, sliding gates or abutments adapted and arranged to reciprocate across the periphery of the rotary pistonbody on opposite sides of the engin e-shaf-t and parallel therewith, and auxiliary gate-operating engines provided with valves, of a valveactuating shaft having wristand-link connections With the valves of the gate-operating engines, a loose gear on said valve-actuating shaft driven from a gear on the main-engine shaft, and clutch devices for the valve-actuating shaft and its said loose gear to permit reversing the valves of the gate-operatin g engines, substantially as described.

5. In an engine, the combination with a cylinder and its ports, a main-engine shaft having thereon a rotary piston-body provided with a radial piston-blade, sliding gates or abutments adapted and arranged to reciprocate across the periphery of the rotary pistonbody on opposite sides of the en gine-shaft and parallel therewith, and auxiliary gate-operating engines provided with valves, of a valveactuating shaft having wrist-and-link connections with the valves of the gate-operating engines, a loose gear on said valve-actuating shaft, a retractible clutch-sleeve to engage a clutch-collar on said loose gear, means for keying said sleeve to the valve actuating shaft, a spring for said clutch-sleeve, and a gear on the main-engine shaft engaging the gear on the valve-actuating shaft, substantially as described.

6. In an engine, the combination with a cylinder and its ports, a main-engine shaft having thereon a rotary piston-body provided with a radial piston-blade, and valves for the cylinder-ports actuated from the main-engine shaft, of sliding gates or abutments adapted and arranged to reciprocate across the periphery of the rotary piston-body on opposite sides of the engine-shaft and parallel therewith, housings for said gates, a spring carried in the outer edge of each gate to force its inner edge intov close contact with the rotary piston-body, an adjustable packing-stripv mounted in each gate-housin g opposite the inner edge of each sliding gate, and auxiliary gate-operatin g engines having valve mechanism actuated from the main-engine shaft, substantially as described.l

7. In an engine, the combination with a cylinder and its ports, a main-engine shaft, a r0- tary piston-body provided with a radial piston-blade, sliding gates or abutments adapted and arranged to reciprocate across the periphery of lthe rotary piston-body, and auxiliary gateoperating engines provided with valves, of a rotary valve actuating shaft driven directly from the main-engine shaft and connecting with the valves of said auxiliary gate-operating engines, substantially as described.

S. In an engine, the combination with a cylinder and its ports, a main-engine shaft, a rotary piston-body provided with a radial piston-blade, sliding gates or abutments adapted and arranged to reciprocate across the periphery of the rotary piston-body and provided with longitudinal passages, and auxiliary gate-operating engines, of a cross-head attached to the piston-rod of each auxiliary gate-operating engine and having a neat t in the walls of one of said longitudinal passages to permit the gate to be pressed toward the periphery of the rotary piston-body without springing the piston-rod out of line, a spring carried in the outer edge of each gate, and an adjustable packing-strip mounted in each gate-housing opposite the inner edge of each sliding gate, substantially as described.

9. In an engine, the combination with a cylinder and its ports, a main-engine shaft, and a rotarypiston-body provided with a radial piston-blade, of sliding gates or abutments adapted and arranged to reciprocate across the periphery of the rotary piston-body on opposite sides of the engine-shaft and parallel therewith, housings for said gates, a spring carried in the outer edge of each gate to force it into close contact with the periphery of the rotary piston-body, a packing-strip mounted in each gate-housing opposite the inner edge of each sliding gate, auxiliary gate-operating engines provided with valves, and a :rotary valve-actuating shaft connected with said IIO valves and geared directly with the main-engine shaft, substantially as described.

ing gate, auxiliary gate-operatng engines provided with Valves, and a rotary valve-actuating shaft connected with said Valves and geared directly with the main-engine shaft, substantially as described.

In testimony whereof I have hereunto set my hand in presence of two subscribing Witnesses.

IVILLIAM B. BROWN.

GEo. E. SULLIVAN,

Witnesses: l GEO. W. REA. 

